WO2017198083A1 - 飞行器 - Google Patents

飞行器 Download PDF

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Publication number
WO2017198083A1
WO2017198083A1 PCT/CN2017/083457 CN2017083457W WO2017198083A1 WO 2017198083 A1 WO2017198083 A1 WO 2017198083A1 CN 2017083457 W CN2017083457 W CN 2017083457W WO 2017198083 A1 WO2017198083 A1 WO 2017198083A1
Authority
WO
WIPO (PCT)
Prior art keywords
aircraft
arm
air guiding
tail
guiding portion
Prior art date
Application number
PCT/CN2017/083457
Other languages
English (en)
French (fr)
Inventor
胡华智
潘旭
靳洪胜
Original Assignee
亿航智能设备（广州）有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 亿航智能设备（广州）有限公司 filed Critical 亿航智能设备（广州）有限公司
Publication of WO2017198083A1 publication Critical patent/WO2017198083A1/zh

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C1/00—Fuselages; Constructional features common to fuselages, wings, stabilising surfaces or the like
    • B64C1/38—Constructions adapted to reduce effects of aerodynamic or other external heating

Definitions

  • the present application relates to the field of aircraft technology, and in particular to an aircraft.
  • Aircraft are mainly used in scientific research, geography, agricultural irrigation and video shooting.
  • the flight time of the aircraft is relatively short, and the level is basically maintained at 10-30 minutes.
  • the aircraft body has a large body and the head is at the head.
  • the windward area is too large, and the drag reduction design of the arm is not optimized, resulting in excessive wind resistance of the aircraft flying, resulting in a shorter aircraft life.
  • the aircraft body size of the aircraft should not be too large, the battery capacity is limited. . Therefore, the above technical problem is a technical bottleneck of the multi-rotor aircraft, and it is difficult to break through in a short period of time.
  • the present application is to overcome the deficiencies of the prior art, and to provide an aircraft with reduced flight wind resistance, reduced propeller load, extended aircraft flight time and simple structure.
  • An aircraft includes an aircraft body, a front end of the aircraft body is a nose, a rear end is a tail, and a wind guiding portion is protruded upward from a central portion of the top surface of the aircraft body, and the air guiding portion is from the machine
  • the head extends to the tail of the machine, and the first arm and the second arm are respectively disposed on the left and right sides of the head, and the distance from the first arm to the air guiding portion is equal to the second arm to a distance between the first arm, the second arm and the air guiding portion, wherein the tail is from the left and right sides of the main body of the aircraft They are gradually formed toward the air guiding portion and extended backward.
  • the length of the top surface of the handpiece to the tail is greater than the nose to the The length of the bottom of the tail.
  • the air guiding portion extends smoothly from the nose to the tail in the direction from the nose to the tail, and then from the nose. Smoothly extending downward toward the tail.
  • the thickness of the handpiece is greater than the thickness of the tail.
  • the first arm and the rear end of the second arm are each provided with a fixing portion, and the fixing portion is connected to the aircraft body, and extends forward from the fixing portion.
  • a cantilever is provided, and the thickness of the fixing portion is greater than the thickness of the cantilever.
  • the aircraft body has a receiving cavity for accommodating the battery assembly and the chip assembly, and the top surface of the aircraft body is provided with an upper cover, and the upper cover is coupled with the receiving cavity. And the upper cover has a snoring state and a closed state with respect to the aircraft body.
  • the aircraft body includes a left drag reducing portion disposed on a left side of the aircraft body and a right drag reducing portion disposed on a right side of the aircraft body, the left drag reducing portion and The right drag reducing portions are each provided with a curved surface.
  • the top surface of the aircraft body is further recessed with a draft portion, and the air guiding portion is located at the air guiding portion and the left drag reducing portion and the right drag reducing portion
  • the air guiding portion is formed by smoothly extending downward from the air guiding portion and extending smoothly upward toward the drag reducing portion.
  • the aircraft body further includes a third arm and a fourth arm, and the third arm and the fourth arm are respectively inclined upward from a top surface of the aircraft body. Extended formation.
  • the third arm has a windward side and sides on the left and right sides of the windward side, the width of the side surface is greater than the width of the windward side, and the area of the side surface The area larger than the windward surface is such that the third arm is triangular.
  • the aircraft has a wind guiding portion protruding upward from a middle portion of the top surface of the aircraft body, the air guiding portion extending from the handpiece to the tail, and the left and right sides of the nose are respectively provided with An arm and a second arm, a distance from the first arm to the air guiding portion is equal to a distance from the second arm to the air guiding portion, the first arm and the air guiding body a recess is provided between the portions, and the tail is from the main body of the aircraft
  • the left and right sides are gradually formed toward the air guiding portion and extend rearward.
  • FIG. 1 is a schematic diagram of a forward state of an aircraft according to an embodiment of the present application.
  • FIG. 2 is a schematic structural view of an aircraft according to an embodiment of the present application.
  • FIG. 3 is a top plan view of an aircraft according to an embodiment of the present application.
  • FIG. 4 is a side view of an aircraft according to an embodiment of the present application.
  • an aircraft includes an aircraft main body 100.
  • the front end of the aircraft main body 100 is a nose 160, and the rear end is a tail 170.
  • the top surface of the aircraft main body 100 is convex upward.
  • the air guiding unit 140 is disposed, and the air guiding unit 140 extends from the handpiece 160 to the tail 170.
  • the first arm 200 and the second arm 300 are respectively disposed on the left and right sides of the handpiece 160.
  • the distance from the first arm 200 to the air guiding portion 140 is equal to the distance between the second arm 300 and the air guiding portion 140, and the first arm 200 and the second arm 300 are A recessed portion 180 is recessed between the air guiding portions 140, and the tail 170 is gradually formed toward the air guiding portion 140 from the left and right sides of the aircraft main body 100 and extends rearward.
  • the aircraft has a wind guiding portion 140 protruding upward from a middle portion of a top surface of the aircraft main body 100, and the air guiding portion 140 extends from the handpiece 160 to the tail 170, and the head 160 is left and right.
  • the first arm 200 and the second arm 300 are respectively disposed on the two sides, and the distance from the first arm 200 to the air guiding portion 140 is equal to the distance between the second arm 300 and the air guiding portion 140.
  • a recessed portion 180 is formed in the recess, and the tail 170 is formed to gradually extend toward the air guiding portion 140 from the left and right sides of the aircraft main body 100 and extend rearward.
  • the aircraft body 100 When the aircraft is flying forward, the aircraft body 100 is parallel to the horizontal plane, so that the airflow passes through the aircraft body 100, and a pressure difference is generated between the air guiding portion 140 and the bottom surface, thereby generating a climbing force and reducing the propeller load.
  • the earth reduces the windward wind resistance of the aircraft and prolongs the flight of the aircraft.
  • An air guiding portion 140 is protruded upward from a central portion of the top surface of the aircraft main body 100, and the air guiding portion 140 extends from the machine head 160 to the tail 170.
  • the aircraft body 100 is parallel to the horizontal plane, so that the airflow can cause a pressure difference between the air guiding portion 140 and the bottom surface through the aircraft body 100, thereby generating a climbing force, thereby reducing the The propeller's load allows more power to be used for the normal flight of the aircraft, so that the aircraft has a longer cruising time.
  • the air guiding portion 140 coincides with an axis of symmetry of the aircraft, and is an elongated protrusion extending along a direction from the hand piece 160 to the tail 170, and a top surface of the air guiding portion 140
  • the arc surface has a certain width, thereby playing a good guiding effect on the flight of the aircraft.
  • a concave portion 180 is symmetrically disposed between the first arm 200, the second arm 300, and the handpiece 160, and the surface of the concave portion 180 is curved, thereby reducing the aircraft.
  • the weight of the main body is 100, which reduces the wind resistance of the flying raft.
  • the end of the tail 170 is symmetrically provided with a recess, whereby the weight of the aircraft body 100 can be further reduced.
  • the length of the top surface of the handpiece 160 to the tail 170 is greater than the length of the handpiece 160 to the bottom surface of the tail 170.
  • the top surface area of the aircraft body 100 is larger than the bottom surface area of the aircraft body 100 such that the aircraft body 100 is substantially arched, and further, the head 160 is to the top surface of the tail 170
  • the length of the aircraft body 100 is greater than the length of the bottom surface of the tail 170, and the curvature of the top surface of the aircraft body 100 is greater than the curvature of the bottom surface so that the aircraft flies forward, and the airflow passes over the aircraft body 100,
  • the lower surface generates a pressure difference to generate a climbing force, thereby lifting the aircraft main body 100, thereby reducing the dependence on the propeller and reducing the load of the propeller, thereby greatly reducing the power consumption of the motor to achieve the same
  • the battery and power system configuration allows the aircraft to have a longer endurance.
  • the air guiding portion 140 first smoothly extends upward from the handpiece 160 toward the tail 170.
  • the handpiece 160 extends smoothly downwardly toward the tail 170.
  • the air guiding portion 140 first The handpiece 160 extends smoothly upwardly from the tail 170 and then smoothly extends downwardly from the handpiece 160 toward the tail 170.
  • the air guiding portion 140 coincides with the symmetry axis of the aircraft, and is an elongated protrusion extending along the direction of the handpiece 16 0 to the tail 170, the top of the air guiding portion 140
  • the surface has a curved surface with a certain width, thereby playing a good guiding effect on the flight of the aircraft.
  • the thickness of the handpiece 160 is greater than the thickness of the tail 170.
  • This structure can not only provide the aircraft body 100 with as large a mounting cavity as possible on the basis of satisfying excellent flight performance, so as to facilitate installation and accommodation of various devices or components, including a battery assembly and a chip assembly, the aircraft
  • the top surface of the main body 100 is provided with an upper cover, and the upper cover has a snoring state and a closed state with respect to the aircraft main body 100.
  • the aircraft body 100 has a receiving cavity for accommodating the battery assembly and the chip assembly, and the top surface of the aircraft body 100 is provided with an upper cover, the upper cover is coupled with the receiving cavity, and the upper cover is opposite
  • the aircraft body 100 has a snoring state and a closed state.
  • the housing chamber is disposed inside the aircraft body 100, and the components such as the battery assembly and the chip assembly for powering the aircraft can be well received, so that the structure of the aircraft is more compact and light.
  • the first arm 200 and the rear end of the second arm 300 are respectively provided with a fixing portion, and the fixing portion is connected to the aircraft main body 100, and a cantilever is arranged to extend forward from the fixing portion.
  • the thickness of the fixing portion is greater than the thickness of the cantilever.
  • the first arm 200 and the second arm 30 0 are preferably cylinders whose outer surface is a continuous curved surface, and can be maximized under the premise of ensuring high connection strength. Reduce the wind resistance of the flying raft.
  • a wind guiding portion 150 is further recessed on a top surface of the aircraft main body 100, and the air guiding portion 150 is located at the air guiding portion 140 and the left drag reducing portion 120 and the right drag reducing portion.
  • the air guiding portion 150 is formed by smoothly extending downward from the air guiding portion 140 and extending upward to the left drag reducing portion 120 and/or the right drag reducing portion 130.
  • the air guiding portions 150 are provided on both sides of the air guiding portion 140, and the air guiding portion 150 is connected to the air guiding portion 140 and the left and right side walls, which can not only reduce
  • the thickness of the main body of the aircraft 100 is reduced to ensure excellent endurance performance, and the windward wind resistance can be reduced at the same time, and the air lifting effect is better, the load of the propeller can be further reduced, and the cruising time can be improved.
  • the third arm 400 and the fourth arm 500 are identical in structure, and the third arm 400 has a windward surface and a side surface on the left and right sides, and the width of the side surface is larger than The width of the windward surface, The area of the side surface is larger than the area of the windward side, so that the third arm 400 has a triangular plate shape.
  • An obtuse angle is formed between the windward surface and the horizontal plane, thereby reducing the contact area between the third arm 400 and the fourth arm 500 and the wind, thereby further reducing the wind resistance and improving the endurance of the aircraft.
  • a reinforcing rod is further connected between the third arm 400 and the fourth arm 500, and the reinforcing rod may be integrally formed or assembled, so that the third can be further improved.
  • the structural strength of the arm 400 and the fourth arm 500 is prevented from being broken due to excessive force, which affects the service life of the aircraft.

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  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Mechanical Engineering (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Other Liquid Machine Or Engine Such As Wave Power Use (AREA)
  • Toys (AREA)

Abstract

本申请公开了一种飞行器，包括飞行器主体，所述飞行器主体前端为机头，后端为机尾，所述飞行器主体的顶面中部向上凸设导风部，所述导风部自所述机头延伸到所述机尾，所述机头左右两侧分别设有第一机臂及第二机臂，所述第一机臂到所述导风部的距离等于所述第二机臂到所述导风部的距离，所述第一机臂、所述第二机臂与所述导风部之间均凹设有凹入部，所述机尾是自所述飞行器主体的左右两侧分别逐渐向所述导风部靠拢且向后延伸形成的。飞行器主体与水平面平行，使气流经过所述飞行器主体时在所述导风部和底面之间产生压力差，从而产生爬升力，可以减小所述螺旋桨的负载，让更多的动力用于飞行器的正常飞行，以使得飞行器具备更长的续航时间。

Description

飞行器 技术领域
[0001] 本申请涉及飞行器技术领域， 特别是一种飞行器。
背景技术
[0002] 近几年来， 不断兴起的多旋翼飞行器因其具有的成本低、 易操作、 具有高度灵 活性和可以超低空飞行等特点越来越受到各行各业的广泛使用， 现有的大多数 飞行器主要应用于科学研究、 地理探测、 农业浇灌及视频拍摄等领域。
技术问题
[0003] 目前， 由于电池和动力系统等的效率问题， 导致飞行器飞行吋间较短， 基本维 持在 10-30分钟的水平， 其中一个很大的原因是飞行器主体的机体较大， 机头处 的迎风面积过大， 机臂的减阻设计不够优化， 从而导致飞行器飞行吋的风阻过 大， 导致飞行器的续航吋间较短， 然而因为飞行器的飞行器主体尺寸不宜过大 ， 所以限制了电池容量。 因此， 上述技术问题是多旋翼飞行器一技术瓶颈， 短 期内难以突破。
问题的解决方案
技术解决方案
[0004] 基于此， 本申请在于克服现有技术的缺陷， 提供一种减小飞行风阻、 降低螺旋 桨负载、 延长飞行器飞行吋间且结构简单的飞行器。
[0005] 其技术方案如下：
[0006] 一种飞行器， 包括飞行器主体， 所述飞行器主体前端为机头， 后端为机尾， 所 述飞行器主体的顶面中部向上凸设导风部， 所述导风部自所述机头延伸到所述 机尾， 所述机头左右两侧分别设有第一机臂及第二机臂， 所述第一机臂到所述 导风部的距离等于所述第二机臂到所述导风部的距离， 所述第一机臂、 所述第 二机臂与所述导风部之间均凹设有凹入部， 所述机尾是自所述飞行器主体的左 右两侧分别逐渐向所述导风部靠拢且向后延伸形成的。
[0007] 在其中一个实施例中， 所述机头到所述机尾的顶面的长度大于所述机头到所述 机尾底面的长度。
[0008] 在其中一个实施例中， 沿着所述机头至所述机尾的方向， 所述导风部先自所述 机头向所述机尾向上平滑延伸、 再自所述机头向所述机尾平滑向下延伸。
[0009] 在其中一个实施例中， 所述机头的厚度大于所述机尾的厚度。
[0010] 在其中一个实施例中， 所述第一机臂和所述第二机臂后端均设有固定部， 所述 固定部与所述飞行器主体相连， 自所述固定部向前延伸设置有悬臂， 所述固定 部的厚度大于所述悬臂的厚度。
[0011] 在其中一个实施例中， 所述飞行器主体具有用于收容电池组件及芯片组件的收 容腔， 所述飞行器主体顶面设有上盖， 所述上盖与所述收容腔配合连接， 且所 述上盖相对于所述飞行器主体具有打幵状态及闭合状态。
[0012] 在其中一个实施例中， 所述飞行器主体包括设置在所述飞行器主体左侧的左减 阻部和设置在所述飞行器主体右侧的右减阻部， 所述左减阻部和所述右减阻部 均设有弧面。
[0013] 在其中一个实施例中， 所述飞行器主体的顶面还凹设有引风部， 所述引风部位 于所述导风部与所述左减阻部及所述右减阻部之间， 所述引风部是自所述导风 部向下平滑延伸再向所述减阻部向上平滑延伸形成。
[0014] 在其中一个实施例中， 所述飞行器主体还包括第三机臂及第四机臂， 所述第三 机臂和所述第四机臂分别自所述飞行器主体的顶面向上倾斜延伸形成。
[0015] 在其中一个实施例中， 所述第三机臂具有迎风面、 及位于所述迎风面左右两侧 的侧面， 所述侧面的宽度大于所述迎风面的宽度， 所述侧面的面积大于所述迎 风面的面积， 使得所述第三机臂呈三角板状。
发明的有益效果
有益效果
[0016] 本申请的有益效果在于：
[0017] 上述飞行器通过在所述飞行器主体的顶面中部向上凸设导风部， 所述导风部自 所述机头延伸到所述机尾， 所述机头左右两侧分别设有第一机臂及第二机臂， 所述第一机臂到所述导风部的距离等于所述第二机臂到所述导风部的距离， 所 述第一机臂与所述导风部之间凹设有凹入部， 所述机尾是自所述飞行器主体的 左右两侧分别逐渐向所述导风部靠拢且向后延伸形成的。 当飞行器向前飞行吋 ， 飞行器主体与水平面平行， 可以使气流经过所述飞行器主体吋在所述导风部 和底面之间产生压力差， 从而产生爬升力， 因而可以减小所述螺旋桨的负载， 让更多的动力用于飞行器的正常飞行， 以使得飞行器具备更长的续航吋间。 对附图的简要说明
附图说明
[0018] 图 1为本申请实施例所述的飞行器的前行状态示意图；
[0019] 图 2为本申请实施例所述的飞行器的结构示意图；
[0020] 图 3为本申请实施例所述的飞行器的俯视图；
[0021] 图 4为本申请实施例所述的飞行器的侧视图。
[0022] 附图标记说明：
[0023] 100、 飞行器主体， 120、 左减阻部， 130、 右减阻部， 140、 导风部， 150、 引 风部， 160、 机头， 170、 机尾， 180、 凹入部， 200、 第一机臂， 300、 第二机臂 ， 400、 第三机臂， 500、 第四机臂。
本发明的实施方式
[0024] 下面对本申请的实施例进行详细说明：
[0025] 如图 1至图 4所示， 一种飞行器， 包括飞行器主体 100， 所述飞行器主体 100前端 为机头 160， 后端为机尾 170， 所述飞行器主体 100的顶面中部向上凸设导风部 14 0， 所述导风部 140自所述机头 160延伸到所述机尾 170， 所述机头 160左右两侧分 别设有第一机臂 200及第二机臂 300， 所述第一机臂 200到所述导风部 140的距离 等于所述第二机臂 300到所述导风部 140的距离， 所述第一机臂 200、 所述第二机 臂 300与所述导风部 140之间均凹设有凹入部 180， 所述机尾 170是自所述飞行器 主体 100的左右两侧分别逐渐向所述导风部 140靠拢且向后延伸形成的。
[0026] 上述飞行器通过在所述飞行器主体 100的顶面中部向上凸设导风部 140， 所述导 风部 140自所述机头 160延伸到所述机尾 170， 所述机头 160左右两侧分别设有第 一机臂 200及第二机臂 300， 所述第一机臂 200到所述导风部 140的距离等于所述 第二机臂 300到所述导风部 140的距离， 所述第一机臂 200与所述导风部 140之间 凹设有凹入部 180， 所述机尾 170是自所述飞行器主体 100的左右两侧分别逐渐向 所述导风部 140靠拢且向后延伸形成的。 当飞行器向前飞行吋， 飞行器主体 100 与水平面平行， 可以使气流经过所述飞行器主体 100吋在所述导风部 140和底面 之间产生压力差， 从而产生爬升力， 降低螺旋桨负载， 可以极大地降低飞行器 的迎风风阻， 延长飞行器飞行吋间。
[0027] 所述飞行器主体 100的顶面中部向上凸设导风部 140， 所述导风部 140自所述机 头 160延伸到所述机尾 170。 当飞行器向前飞行吋， 飞行器主体 100与水平面平行 ， 可以使气流经过所述飞行器主体 100吋在所述导风部 140和底面之间产生压力 差， 从而产生爬升力， 因而可以减小所述螺旋桨的负载， 让更多的动力用于飞 行器的正常飞行， 以使得飞行器具备更长的续航吋间。 所述导风部 140与所述飞 行器的对称轴重合， 且其为沿所述机头 160至所述机尾 170的方向延伸布置的长 条形凸起， 所述导风部 140的顶面具有一定宽度的弧面， 由此在飞行器飞行吋起 到良好的导流作用。 另外， 所述第一机臂 200、 所述第二机臂 300与所述机头 160 之间对称设有凹入部 180， 且该凹入部 180的表面设为弧面， 由此可以减小飞行 器主体 100重量， 降低飞行吋的风阻。 所述机尾 170末端对称设有凹陷部， 由此 可以进一步减小飞行器主体 100重量。
[0028] 如图 4所示， 在一个实施例中， 所述机头 160到所述机尾 170的顶面的长度大于 所述机头 160到所述机尾 170底面的长度。 基于此， 所述飞行器主体 100的顶面面 积大于所述飞行器主体 100的底面面积使得所述飞行器主体 100大致成拱型结构 ， 进一步地， 所述机头 160到所述机尾 170的顶面的长度大于所述机头 160到所述 机尾 170底面的长度， 且所述飞行器主体 100的顶面的曲率大于底面的曲率从而 使得飞行器向前飞行吋， 气流经过飞行器主体 100吋在上、 下表面产生压力差从 而产生爬升力， 由此对所述飞行器主体 100起到托举作用， 由此来降低对螺旋桨 的依赖， 降低所述螺旋桨的负载， 从而大大降低电机功耗以达到在同样的电池 和动力系统配置下飞行器能够具备更长的续航吋间的目的。
[0029] 请参照图 2， 沿着所述机头 160至所述机尾 170的方向， 所述导风部 140先自所述 机头 160向所述机尾 170向上平滑延伸、 再自所述机头 160向所述机尾 170平滑向 下延伸。 进一步地， 沿着所述机头 160自所述机尾 170的方向， 所述导风部 140先 自所述机头 160向所述机尾 170向上平滑延伸再自所述机头 160向所述机尾 170平 滑向下延伸。 所述导风部 140与所述飞行器的对称轴重合， 且其为沿所述机头 16 0至所述机尾 170的方向延伸布置的长条形凸起， 所述导风部 140的顶面具有一定 宽度的弧面， 由此在飞行器飞行吋起到良好的导流作用。
[0030] 请参照图 2， 此外， 所述机头 160的厚度大于所述机尾 170的厚度。 此结构不仅 可以所述飞行器主体 100在满足优良的飞行性能的基础上使飞行器主体 100具备 尽量大的安装空腔， 以便于安装容纳各种装置或部件， 包括电池组件及芯片组 件， 所述飞行器主体 100顶面设有一上盖， 所述上盖相对于所述飞行器主体 100 具有打幵状态及闭合状态。 进一步， 所述飞行器主体 100具有用于收容电池组件 及芯片组件的收容腔， 所述飞行器主体 100顶面设有上盖， 所述上盖与所述收容 腔配合连接， 且所述上盖相对于所述飞行器主体 100具有打幵状态及闭合状态。 在所述飞行器主体 100内部设置所述收容腔， 可以很好地实现收纳将用于给飞行 器提供动力的电池组件及芯片组件等部件， 使得飞行器的结构更加紧凑、 轻小
[0031] 所述第一机臂 200和所述第二机臂 300后端均设有固定部， 所述固定部与所述飞 行器主体 100相连， 自所述固定部向前延伸设置有悬臂， 所述固定部的厚度大于 所述悬臂的厚度。 此外， 在另一个实施例中所述第一机臂 200和所述第二机臂 30 0优选为外表面为连续曲面的柱体， 在保证较高连接强度的前提下还可以尽最大 限度的降低飞行吋的风阻。
[0032] 此外， 所述飞行器主体 100的顶面还凹设有引风部 150， 所述引风部 150位于所 述导风部 140与所述左减阻部 120、 所述右减阻部 130之间， 所述引风部 150是自 所述导风部 140向下平滑延伸再向所述左减阻部 120和 /或所述右减阻部 130向上平 滑延伸形成。 在本实施例中优选在所述导风部 140的两侧设置两个所述引风部 15 0， 该引风部 150过渡连接所述导风部 140与左、 右侧壁， 不仅可以减少飞行器主 体 100的厚度， 以降低重量， 保证优良的续航性能， 同吋可以减小迎风风阻， 空 气抬升效果会更好， 可以进一步减少所述螺旋桨的负载， 提高续航吋间。
[0033] 所述第三机臂 400和所述第四机臂 500两者结构相同， 所述第三机臂 400具有一 迎风面及位于左右两侧的一侧面， 所述侧面的宽度大于所述迎风面的宽度， 所 述侧面的面积大于所述迎风面的面积， 使得所述第三机臂 400呈三角板状。 所述 迎风面与水平面之间形成钝角， 由此可以减少飞行吋所述第三机臂 400和所述第 四机臂 500与风的接触面积， 从而进一步降低风阻， 提高飞行器的续航能力。 进 一步优选的， 所述第三机臂 400和所述第四机臂 500间还连接有加固杆， 该加固 杆可以是一体成型的， 也可以是装配上去的， 如此可以进一步提高所述第三机 臂 400和所述第四机臂 500的结构强度， 避免因受力过大而发生折断， 影响飞行 器的使用寿命。
[0034] 以上所述实施例的各技术特征可以进行任意的组合， 为使描述简洁， 未对上述 实施例中的各个技术特征所有可能的组合都进行描述， 然而， 只要这些技术特 征的组合不存在矛盾， 都应当认为是本说明书记载的范围。
[0035] 以上所述实施例仅表达了本申请的几种实施方式， 其描述较为具体和详细， 但 并不能因此而理解为对本申请保护范围的限制。 应当指出的是， 对于本领域的 普通技术人员来说， 在不脱离本申请构思的前提下， 还可以做出若干变形和改 进， 这些都属于本申请的保护范围。 因此， 本申请专利的保护范围应以所附权 利要求为准。

Claims

权利要求书
一种飞行器， 其特征在于， 包括飞行器主体， 所述飞行器主体前端为 机头， 后端为机尾， 所述飞行器主体的顶面中部向上凸设导风部， 所 述导风部自所述机头延伸到所述机尾， 所述机头左右两侧分别设有第 一机臂及第二机臂， 所述第一机臂到所述导风部的距离等于所述第二 机臂到所述导风部的距离， 所述第一机臂、 所述第二机臂与所述导风 部之间均凹设有凹入部， 所述机尾是自所述飞行器主体的左右两侧分 别逐渐向所述导风部靠拢且向后延伸形成的。
根据权利要求 1所述的飞行器， 其特征在于， 所述机头到所述机尾的 顶面的长度大于所述机头到所述机尾底面的长度。
根据权利要求 1所述的飞行器， 其特征在于， 沿着所述机头至所述机 尾的方向， 所述导风部先自所述机头向所述机尾向上平滑延伸、 再自 所述机头向所述机尾平滑向下延伸。
根据权利要求 1或 2或 3所述的飞行器， 其特征在于， 所述机头的厚度 大于所述机尾的厚度。
根据权利要求 1所述的飞行器， 其特征在于， 所述第一机臂和所述第 二机臂后端均设有固定部， 所述固定部与所述飞行器主体相连， 自所 述固定部向前延伸设置有悬臂， 所述固定部的厚度大于所述悬臂的厚
[权利要求 6] 根据权利要求 1所述的飞行器， 其特征在于， 所述飞行器主体具有用 于收容电池组件及芯片组件的收容腔， 所述飞行器主体顶面设有上盖
， 所述上盖与所述收容腔配合连接， 且所述上盖相对于所述飞行器主 体具有打幵状态及闭合状态。
[权利要求 7] 根据权利要求 1所述的飞行器， 其特征在于， 所述飞行器主体包括设 置在所述飞行器主体左侧的左减阻部和设置在所述飞行器主体右侧的 右减阻部， 所述左减阻部和所述右减阻部均设有弧面。
[权利要求 8] 根据权利要求 7所述的飞行器， 其特征在于， 所述飞行器主体的顶面 还凹设有引风部， 所述引风部位于所述导风部与所述左减阻部及所述 右减阻部之间， 所述弓 I风部是自所述导风部向下平滑延伸再向所述减 阻部向上平滑延伸形成。
[权利要求 9] 根据权利要求 1所述的飞行器， 其特征在于， 所述飞行器主体还包括 一第三机臂及一第四机臂， 所述第三机臂和所述第四机臂分别自所述 飞行器主体的顶面向上倾斜延伸形成。
[权利要求 10] 根据权利要求 9所述的飞行器， 其特征在于， 所述第三机臂具有迎风 面、 及位于所述迎风面左右两侧的侧面， 所述侧面的宽度大于所述迎 风面的宽度， 所述侧面的面积大于所述迎风面的面积， 使得所述第三 机臂呈三角板状。
PCT/CN2017/083457 2016-05-17 2017-05-08 飞行器 WO2017198083A1 (zh)

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